EP0555831A1 - Luft-Kraftstoff-Verhältnis-Regeleinrichtung und -Verfahren - Google Patents

Luft-Kraftstoff-Verhältnis-Regeleinrichtung und -Verfahren Download PDF

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Publication number
EP0555831A1
EP0555831A1 EP93102067A EP93102067A EP0555831A1 EP 0555831 A1 EP0555831 A1 EP 0555831A1 EP 93102067 A EP93102067 A EP 93102067A EP 93102067 A EP93102067 A EP 93102067A EP 0555831 A1 EP0555831 A1 EP 0555831A1
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EP
European Patent Office
Prior art keywords
air
fuel ratio
flame resistance
oxygen sensor
engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP93102067A
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English (en)
French (fr)
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EP0555831B1 (de
Inventor
Chikanori C/O Ngk Spark Plug Co. Ltd. Abe
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Niterra Co Ltd
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NGK Spark Plug Co Ltd
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Filing date
Publication date
Application filed by NGK Spark Plug Co Ltd filed Critical NGK Spark Plug Co Ltd
Priority to EP95104728A priority Critical patent/EP0671555A1/de
Publication of EP0555831A1 publication Critical patent/EP0555831A1/de
Application granted granted Critical
Publication of EP0555831B1 publication Critical patent/EP0555831B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/021—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using an ionic current sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
    • F02D41/1458—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio with determination means using an estimation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1493—Details
    • F02D41/1495—Detection of abnormalities in the air/fuel ratio feedback system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2474—Characteristics of sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2432—Methods of calibration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2454—Learning of the air-fuel ratio control

Definitions

  • the present invention relates to an air-fuel ratio control apparatus for controlling the air-fuel ratio of an engine depending on an oxygen concentration in exhaust gas detected by an oxygen sensor.
  • oxygen sensors including a sensor (a ⁇ point oxygen sensor) in which the output value greatly changes in the vicinity of the theoretical air-fuel ratio so that an air-fuel ratio in the vicinity of the theoretical air-fuel ratio is detected, and a sensor (a wide range oxygen sensor) which generates an output value for detecting an air-fuel ratio in a wide range from a lean state to a rich state.
  • a control apparatus controls the air-fuel ratio of an engine by performing a feedback correction depending on an air-fuel ratio detected by an oxygen sensor.
  • a value of the detected air-fuel ratio may vary due to a performance deterioration of the oxygen sensor caused by a thermal and or a chemical attack of exhaust gas.
  • a solid line B in Fig. 10 in a ⁇ point oxygen sensor, the air-fuel ratio at which the output is greatly changed (the theoretical air-fuel ratio point to be detected) is shifted to the richer side as the sensor is used for a long period.
  • the output a pump current
  • the output decreases from a value shown by a solid line C to a value shown by a one-dot chain line D as the sensor is used for a long period.
  • the present invention has been made in view of the above circumstances, and has an object of providing an air-fuel ratio control apparatus which can accurately measure the air-fuel ratio with an oxygen sensor and properly control the air-fuel ratio of an engine, even when the oxygen sensor is used for a long period.
  • the air-fuel ratio control apparatus (see Fig. 1) comprises an oxygen sensor 14 provided in an exhaust outlet 12 of an engine 11 and for detecting an oxygen concentration in exhaust gas, and a control unit 15 for correcting and controlling the air-fuel ratio of the engine 11 depending on the oxygen concentration in the exhaust gas detected by the oxygen sensor 14.
  • the control unit 15 comprises an electrode plug 18 for detecting a flame resistance in a combustion chamber of the engine 11.
  • the control unit 15 further comprises air-fuel ratio calculation means 6 for calculating an air fuel ratio from a minimum value of the flame resistance detected by the electrode plug 18, and air-fuel ratio correction means 7 for correcting the air-fuel ratio detected by the oxygen sensor 14, using the air-fuel ratio calculated by the air-fuel ratio calculation means 6.
  • the control unit 15 corrects and controls the air-fuel ratio of the engine 11 based on the air-fuel ratio corrected by the air-fuel ratio correction means 7.
  • the air-fuel ratio calculation means calculates a reference air-fuel ratio from the minimum value of the flame resistance detected by the electrode plug.
  • the reference air-fuel ratio calculated by the air-fuel ratio calculation means and the air-fuel ratio detected by the oxygen sensor are compared with each other by the air-fuel ratio correction means. In accordance with the difference between them, the air-fuel ratio detected by the oxygen sensor is corrected. Then, the control unit controls the air-fuel ratio of the engine based on the air-fuel ratio corrected by the air-fuel ratio correction means.
  • the reference air-fuel ratio obtained from a flame resistance is not substantially influenced by aged deterioration of the control apparatus. Therefore, even if the oxygen sensor is used for a long period and the air-fuel ratio detected by the oxygen sensor is changed, the air-fuel ratio detected by the oxygen sensor can be corrected based on the reference air-fuel ratio measured by the electrode plug, thereby properly controlling the air-fuel ratio of the engine.
  • Figs. 2 to 8 show an embodiment of the invention.
  • Fig. 2 is a schematic diagram showing the structure of the air-fuel ratio control apparatus.
  • a ternary catalyst 13 for purifying exhaust gas is disposed in an exhaust outlet 12.
  • an oxygen sensor 14 for detecting the oxygen concentration in the exhaust gas is attached to a control unit 15.
  • the control unit 15 electrically controls a fuel injection valve 16 mounted on an intake path of the engine 11, using a microcomputer. More specifically, the control unit 15 controls an injection amount of a fuel, based on an air-fuel ratio detected by the oxygen sensor 14 and vehicle running conditions (speed, throttle opening degree, engine speed, crank angle, water temperature, brake signal, air flow meter, etc.).
  • the oxygen sensor 14 has a known structure in which the electrical output is changed depending on the oxygen concentration in the exhaust gas flowing through the exhaust outlet 12.
  • the structure and material of the oxygen sensor are not restricted.
  • a known wide range oxygen sensor (universal exhaust gas oxygen sensor) is used which detects an oxygen concentration in a wide range extending from the richer side to the leaner side with respect to the theoretical air-fuel ratio as the center.
  • the air-fuel ratio detected by the oxygen sensor 14 is corrected using an output of an electrode plug 18 which detects the flame resistance in a combustion chamber 17 of the engine 11.
  • the electrode plug 18 used in this embodiment is united with a spark plug 19 to form one body so as to measure the flame resistance between an outer electrode 20 of the spark plug 19 and a voltage applying electrode 21 of the electrode plug 18.
  • Fig. 5 shows a relationship between the minimum value of the flame resistance Ri and the air-fuel ratio. As shown in Fig. 5, even if the explosion is performed constantly in the combustion chamber 17, the minimum value of the flame resistance Ri varies depending on the mixing condition of the fuel or other conditions (see arrows in Fig. 5). By calculating the average value, however, the flame resistance Ri can be plotted as a curve A corresponding to the actual air-fuel ratio.
  • the air-fuel ratio is obtained from the average value of the minimum values of the flame resistance Ri of each combustion cycle and the curve shown in Fig. 5 (herein, the obtained air-fuel ratio is referred to as "reference air-fuel ratio"), and the reference air-fuel ratio is compared with the air-fuel ratio detected by the oxygen sensor 14 to obtain a difference. From the difference, a correction value for correcting the air-fuel ratio detected by the oxygen sensor 14 is calculated.
  • Step S2 Thereafter, it is judged whether or not a prescribed number of data have been stored. That is, for example, it is judged whether or not the minimum values of the flame resistance Ri for several tens explosion strokes or more have been stored (step S3). If the judgment is NO, it is judged whether the running conditions of the engine 11 suitable for the air-fuel ratio checking on the basis of the flame resistance Ri remain to continue or not (step S4). If the judgment is YES, the process returns to step S2. If the judgment in step S4 is NO, the stored data of the minimum values of the flame resistance Ri are reset (step S5) and the process is returned.
  • step S3 If the judgment in step S3 is YES, the stored minimum values of the flame resistance Ri for the prescribed number of explosion strokes are averaged, and a reference air-fuel ratio is calculated from the averaged value and data corresponding to the graph A shown in Fig. 5 and stored in a ROM (not shown) of the control unit 15 (step S6). Then, the reference air-fuel ratio calculated in step S6, and the air-fuel ratio detected by the oxygen sensor 14 (if desired, this may be also averaged) are compared with each other. From this difference, a correction coefficient ⁇ for correcting the air-fuel ratio detected by the oxygen sensor 14 is obtained (alternatively, a correction coefficient for the lean side, and a correction coefficient for the rich side may be separately obtained) (step S7). The calculated correction coefficient ⁇ is stored in the not-shown RAM of the control unit 15 (step S8), and then the process is returned.
  • the control for correcting the air-fuel ratio detected by the oxygen sensor 14 using the above correction coefficient ⁇ , and the control of the air-fuel ratio of the engine 11 using the corrected air-fuel ratio are performed independently of the above-described control.
  • An example of the controls will be briefly described with reference to a flowchart shown in Fig. 7.
  • step S9 When the engine 11 is started (START), the correction coefficient ⁇ stored in the control unit 15 is firstly read out (step S9). Then, the air-fuel ratio detected by the oxygen sensor 14 is multiplied by the correction coefficient ⁇ (step S10). Using the vehicle running conditions and the corrected air-fuel ratio, the fuel injection valve 16 is controlled by a known control technique (step S11).
  • the air-fuel ratio calculation means of the present invention for calculating the reference air-fuel ratio from the minimum value of the flame resistance is implemented by steps S1 to S6 mentioned above.
  • the air-fuel ratio correction means for correcting the air-fuel ratio detected by the oxygen sensor using the reference air-fuel ratio is implemented by steps S7 to S10 mentioned above.
  • step S1 in which it is judged whether or not the running conditions of the engine are stable, will be described in more detail.
  • the minimum value of the flame resistance [Ri]min is dominantly affected by the air-fuel ratio, it is also affected by swirl (number of rotation), fill factor of charging (load), ignition timing advance and the like through the influence of the flame temperature (see collection of papers of Mechanical Society vol. 33, No. 252, Page 1278-1287). Accordingly, when the minimum value of the flame resistance [Ri]min is measured, it is necessary to take a step in which it is confirmed in advance whether or not the running conditions meet predetermined conditions. Of course, the step may be judged as yes if any one of a plurality of predetermined conditions as described above (running conditions) is met.
  • the curve of [Ri]min versus air-fuel ratio (A/F) as shown in Fig. 5 under the respective conditions may be obtained in advance by a bench test, or it may be obtained through learning during usage of the engine mounted with an A/F sensor while the sensor is new and does not deteriorate.
  • step S2 will be described in more detail with reference to the flow chart shown in Fig. 8.
  • the flame resistance is measured for every crank angle of 1°.
  • step S21 it is judged whether or not the crank angle measured by a crank angle sensor has advanced by 1°. If the judgement is NO, the process is returned to step S21. If the judgement in step S21 is YES, the voltage Vr appearing across the series resistor 22 is read (step S22), and the flame resistance Ri is calculated from the equation (I) described before (step S23). Next, it is judged whether or not the flame resistance Ri calculated this time is smaller than Ri min (step S24). Since Ri min is cleared up at the initial stage of one cycle of combustion, the read value at the first time is smaller than Ri min.
  • step S24 If the judgement in step S24 is YES, the flame resistance Ri calculated this time is made Ri min (step S25). That is, when the flame resistance Ri is lowering, Ri min is sequentially changed to smaller value. If the judgement in step S24 is NO, that is, when the flame resistance begins to rise, the value of Ri min at the previous time is stored as the minimum value of the flame resistance Ri in this cycle (step S26).
  • the reference air-fuel ratio obtained from a flame resistance is not influenced by aged deterioration.
  • the correction coefficient is updated using the reference air-fuel ratio which is not influenced by aged deterioration, every time when any one of the predetermined running conditions of the engine 11 is met and become stable. Therefore, even if the oxygen sensor 14 is used for a long period and the air-fuel ratio detected by the oxygen sensor is changed, an accurate air-fuel ratio can always be available from the updated correction coefficient and the output detected by the oxygen sensor 14.
  • the air-fuel ratio control apparatus of the embodiment can properly control the air-fuel ratio of the engine 11 based on an accurate air-fuel ratio, even when the oxygen sensor 14 is used for a long period.
  • the structure having only a single oxygen sensor 14 can cope with the aged deterioration of the sensor. Therefore, as compared with the prior art technique in which two oxygen sensors are used for coping with the aged deterioration, the production cost of the air-fuel ratio control apparatus can be reduced.
  • the flame resistance value is calculated for every advance of 1° of the crank angle so as to obtain the minimum value.
  • the flame resistance value may be always calculated.
  • the minimum value of the flame resistance is analogically calculated using a well-known circuit as "peak-held circuit". In that circuit, a capacitor is charged through a diode by a charging voltage proportional to the instant flame-resistance. In this way, the minimum value of the flame resistance can be obtained by any other appropriate technique.
  • the wide range oxygen sensor (UEGO sensor) is used as the oxygen sensor.
  • UEGO sensor wide range oxygen sensor
  • any other types of oxygen sensors including a ⁇ point sensor which detects the air-fuel ratio in the vicinity of the theoretical air-fuel ratio by the rapid change in its output, can be used.
  • control apparatus may be constructed so that, when the difference between the air-fuel ratio detected by the oxygen sensor and the reference air-fuel ratio measured by the electrode plug reaches a prescribed value, the user is informed that the oxygen sensor is required to be exchanged.
  • the electrode plug and the spark plug are formed into one unit, but alternatively, they can be separately provided in the combustion chamber.
  • the flame resistance may be measured using a spark discharge gap of the spark plug.
  • the reference air-fuel ratio is once calculated from the minimum value of the flame resistance. Since the minimum value of the flame resistance corresponds to the reference air-fuel ratio, the air-fuel ratio detected by the oxygen sensor may be corrected using the minimum value of the flame resistance.
  • the present invention can be applied to a control apparatus for a multi-cylindered engine.
  • the flame resistance value may be measured for each cylinder, or the flame resistance value for a representative one or some of the cylinders may be measured.
  • ( ⁇ M )0 is given by, for example, equation (5), and k3 are determined in advance by a bench test within a required range.
  • (Ri min3)0 is obtained and stored through learning under an initial state of the sensor which has not been deteriorated.
  • (Ri min3)0' is obtained every time from the output of an electrode plug by a digital calculation or analogic method so that ( ⁇ M )0', that is, the reference value of ⁇ M as an actual value of ⁇ M can be obtained.
  • the difference between ( ⁇ M )0' and ( ⁇ M )0' is an output error according to deterioration of the sensor, which is used as the correction value for the sensor output. Also, it may be designed that when the difference becomes a predetermined value, it is judged that the sensor should be replaced.
  • the output value ( ⁇ MS )0' of the sensor can be euqal to the value of ( ⁇ M )0 if the feedback control has been conducted by using directly the raw output value ( ⁇ MS )0', and ( ⁇ MS )0' can be calcaulated by using the value of ( ⁇ M )0 and a correction value ⁇ MS for the raw output value ( ⁇ MS )0 ' if any feedback control has been conducted by using that corrected value [( ⁇ MS )0' + ⁇ MS ] of the raw output value ( ⁇ MS )0' which has been corrected by the correction value ⁇ MS above.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Analytical Chemistry (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP93102067A 1992-02-13 1993-02-10 Luft-Kraftstoff-Verhältnis-Regeleinrichtung und -Verfahren Expired - Lifetime EP0555831B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP95104728A EP0671555A1 (de) 1992-02-13 1993-02-10 Verfahren zum Erfassen der Verschlechterung eines Luft-Kraftstoff-Verhältnis-Sensors

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP26947/92 1992-02-13
JP2694792 1992-02-13

Related Child Applications (1)

Application Number Title Priority Date Filing Date
EP95104728.1 Division-Into 1993-02-10

Publications (2)

Publication Number Publication Date
EP0555831A1 true EP0555831A1 (de) 1993-08-18
EP0555831B1 EP0555831B1 (de) 1996-05-08

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EP93102067A Expired - Lifetime EP0555831B1 (de) 1992-02-13 1993-02-10 Luft-Kraftstoff-Verhältnis-Regeleinrichtung und -Verfahren
EP95104728A Withdrawn EP0671555A1 (de) 1992-02-13 1993-02-10 Verfahren zum Erfassen der Verschlechterung eines Luft-Kraftstoff-Verhältnis-Sensors

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EP95104728A Withdrawn EP0671555A1 (de) 1992-02-13 1993-02-10 Verfahren zum Erfassen der Verschlechterung eines Luft-Kraftstoff-Verhältnis-Sensors

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EP (2) EP0555831B1 (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1999050548A1 (de) * 1998-03-27 1999-10-07 Bayerische Motoren Werke Aktiengesellschaft Vorrichtung zur messung des ionenstroms im zylinder einer brennkraftmaschine
GB2453014A (en) * 2007-07-13 2009-03-25 Ford Global Tech Llc Monitoring of exhaust gas oxygen sensor performance

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DE4139561A1 (de) * 1991-11-30 1993-06-03 Bosch Gmbh Robert Verfahren und vorrichtung zum ueberwachen des alterungszustandes einer sauerstoffsonde
DE4402938A1 (de) * 1994-02-01 1995-08-03 Fev Motorentech Gmbh & Co Kg Verfahren zur Steuerung eines Kolbenverbrennungsmotors unter Einhaltung der Laufgrenze
DE19743060A1 (de) * 1997-09-30 1999-04-01 Bosch Gmbh Robert Verfahren zum Betrieb einer Brennkraftmaschine und Kraftstoffeinspritzsystem zur Durchführung des Verfahrens
DE102004010344A1 (de) * 2003-03-04 2004-10-14 Denso Corp., Kariya Sekundärluftzufuhrsteuerungsvorrichtung für eine Brennkraftmaschine
US7628137B1 (en) 2008-01-07 2009-12-08 Mcalister Roy E Multifuel storage, metering and ignition system
US8074625B2 (en) 2008-01-07 2011-12-13 Mcalister Technologies, Llc Fuel injector actuator assemblies and associated methods of use and manufacture
US8387599B2 (en) 2008-01-07 2013-03-05 Mcalister Technologies, Llc Methods and systems for reducing the formation of oxides of nitrogen during combustion in engines
US8635985B2 (en) 2008-01-07 2014-01-28 Mcalister Technologies, Llc Integrated fuel injectors and igniters and associated methods of use and manufacture
CA2772044C (en) 2009-08-27 2013-04-16 Mcalister Technologies, Llc Shaping a fuel charge in a combustion chamber with multiple drivers and/or ionization control
KR101364416B1 (ko) 2009-12-07 2014-02-17 맥알리스터 테크놀로지즈 엘엘씨 대형 엔진 적용에 적합한 일체식 연료 인젝터 점화기 및 연관된 이용 및 제조방법
KR20120086375A (ko) * 2009-12-07 2012-08-02 맥알리스터 테크놀로지즈 엘엘씨 연료 인젝터 및 점화기를 위한 적응 제어 시스템
EP2534347B1 (de) 2010-02-13 2016-05-04 McAlister, Roy Edward Verfahren und systeme zur adaptiven kühlung von verbrennungskammern in motoren
US20110297753A1 (en) 2010-12-06 2011-12-08 Mcalister Roy E Integrated fuel injector igniters configured to inject multiple fuels and/or coolants and associated methods of use and manufacture
US8521400B2 (en) * 2010-06-22 2013-08-27 Purpose Company Limited Combustion apparatus and method for combustion control
US8919377B2 (en) 2011-08-12 2014-12-30 Mcalister Technologies, Llc Acoustically actuated flow valve assembly including a plurality of reed valves
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US9169814B2 (en) 2012-11-02 2015-10-27 Mcalister Technologies, Llc Systems, methods, and devices with enhanced lorentz thrust
US9169821B2 (en) 2012-11-02 2015-10-27 Mcalister Technologies, Llc Fuel injection systems with enhanced corona burst
US9115325B2 (en) 2012-11-12 2015-08-25 Mcalister Technologies, Llc Systems and methods for utilizing alcohol fuels
US9200561B2 (en) 2012-11-12 2015-12-01 Mcalister Technologies, Llc Chemical fuel conditioning and activation
US9194337B2 (en) 2013-03-14 2015-11-24 Advanced Green Innovations, LLC High pressure direct injected gaseous fuel system and retrofit kit incorporating the same

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1999050548A1 (de) * 1998-03-27 1999-10-07 Bayerische Motoren Werke Aktiengesellschaft Vorrichtung zur messung des ionenstroms im zylinder einer brennkraftmaschine
GB2453014A (en) * 2007-07-13 2009-03-25 Ford Global Tech Llc Monitoring of exhaust gas oxygen sensor performance
US7861515B2 (en) 2007-07-13 2011-01-04 Ford Global Technologies, Llc Monitoring of exhaust gas oxygen sensor performance

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Publication number Publication date
US5247910A (en) 1993-09-28
EP0555831B1 (de) 1996-05-08
EP0671555A1 (de) 1995-09-13

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